Fuel and exhaust-gas control device for engines



sept. 7, 1926. 1,599,193

J. WICKERSHAM FUEL AND EXHAUST GAS CONTROL DEVICE FOR ENGINES Filed March 5, 1925 2 Sheets-Sheet 1- Sept. 7,1926. 1,599,193

J. WICKERSHAM FUEL AND EXHAUST GAS CONTROL DEVICE FOR ENGINES Filed March 5, 1925 2 Sheets-Sheet 2 lvUNITED Vsin.

' a positive acting p which is comparatively cheap in construc- Pate'nted Sept. 7,1926.

` 'JoYcE.wicx ansnAm, or DEsMoINEs, Iowa.

` FUEL N15l EXHaUsT-Gns ncorr'lrtaor.

application mea March 5,1925. ferial No. 13176.

The object of my invention is to vprovide fuel V'feed device for engines tion yet durable and etlicient. Y

More particularly, my invention relates to a device for supplying fuel to the cylinders of an engine and for carrying the ex- .necte haust gases therefrom, and theprovision of novel packing means Jfor preventing the escape of gases between'the stationary parts of the engine and the rotating valve tubes.

A further object is' t0 provide rotating valve tubes to. control the intake and exhau'st of gases to and from the'cylinders of an en ine, the tubes being ope'rativelyconto the crank-shaft of the engine and, properly timed.

A still further object is to provide a pair of valve tubes, one for incoming gases an l operating foi Figure 2, and

c ain drive tight.

one-'for exhaust gases. Fins are provided inv these tubes for properly controlling'the4 gases passing th ough them. With these an other objects in View, my

invention consistsy ii the construction, ar-

rangement and combination of the various parts of my device, whereby th'e ob]ects contemplated are attained, as hereinafter more fully set forth,- pointed out in my claims, and illustrated inthe accompanying drawings, in which: 4 l

Figure 1 `is a plan view of an engine with the valve head removed, showinggt e 'and exhaust valve tubes.

Figure2 isa sectional'view on vline 2-2 of Figure 1. a

.Fi e 3 is a^ sectional7 view on line 3-3 of Figure 1'.

' Fi e -4-r is a sectional view on line of Figure 1, showing the mechanism for the valve tubes.

` Figure'5 is a perspective view oi one end of the intake sleeve showing ,the packing projections thereon;

Figure 6 is a sectional view on line 6 6 Fi re 7"is a sectional view online 7-'7 Fig'. 8 is an s rocket and tension means for keeping the In the, accompanying drawings, I `have used the numeral l10 to indicate the'block of an engine.

at the center of each cylinder.

possible in the cylinder head 15 valve head 18.`

intake .elevation 4view of the idler The usual cylinders 11 are DEVICE Fon. ENGINES.

Yis the cylinder headP 15. y A suitable gasket 16 is interposed between them for effecting aseal for preventingthe escape of gas' or leakage of water.

Secured to the cylinder head by cap screws 17 is a valve .head 18. A gasket 19 is 'Ip'rovided between them.,

' threaded opening 20 extends through the valve headlS and the cylinder head 15 Spark pllugs 21 for igniting inv the cy 'nc in s 20.

Vater spaces 22 are provided the mixture wherever and the I find that by ers, are received inthe openl the design of these heads,`

The foregoing details gena the ordinary internal comas illustrated, considerable spaceis obtainable for containing cooling waterv and that the exhaust gas valve and spark plugs, which become quite hot iii operations, are eicientl'y cooled. l In Figure 1, I" have illustrated a four cylinder engine, .showin only Athe 'parts ever thev first three cylin ers. ingparts are similar except as to timing. otatably mounted between the cylinder head 15, and the valve head 18, is the'. intake valve tube/23 and the exhaust valve tube 24, which have stub shafts 25 at their forward ends. nalled in an opening 26 formed between the cylinder head 15 and thevalve head-A 18.

SpirocketsA 27 are mounted on the for'- warV ends of the stubshafts 25. The rear ends of the valve tubes ma'4 be similarly mounted with the' exception of the sprockets shaft 2 9 is transmitted to the s rockets -27 Motion from' the crank The stub shalts 25 are jour# f by a chainv 30 preferably of t e silent. l

tyge he generator, water pump, etc. Yusually used in 'eonnectin with an'v internal 60,111-

bustion engine may 'adjacent the chain 30 so that motion of the motion from a crank come by provi cham 30 may bei transmitted to the sprocket 32 for rotating the shaft 31, and drivlng the generator, water pump, etc.

Trouble is experienced with a chain drive, especially when the chain is exceptionally long asA it would be when used to transmit shaft of an engine to its cylinder head. This trouble is due to the fact that when the chain becomes worn at the pivotal connections between the successive Vlinks it is thereby lengthened and when in motion has a tendency to oscillate. i This causes an irregular motion of the sprockets 27 and a consequentI unevenness of operationof the engine due to improper and varying opening and-closing of the intake and exhaust valve ports. This may be overding a suitable idler for the now describe such an idler practical use for this 'purchain 30. I w1ll as I havefound pose. An idler sprocket 33 isv rotatably mounted in a yoke 34. A squared extension 35 of the yoke 34 is slid'ably mounted in a squared opening in a bracket 36. The bracket 36' is rigidly secured-to the engine block 10 by ca screws or other suitable means. l

blidably mounted on the extension 35, is a bar 37 having set screws 38 coactin'g with screw threads therein, the ends `of which bear against the bracket 36.

A pring 39 is mounted on the extension 35 between thel yoke 34 and the bar 37.

A pin 40 prevents the spring 39 from expelling'the extension 35 when the chain 30 is removed for repairs, etc.-

From the foregoing, it will be seen that I have provided an idler sprocket which is held against the chain 30 by the spring 39.

Th .,tension. of the spring may be .regulated by adjusting the set screws 38 relativeto the The sprocket 33 will at all times bear against the chain 30, thereby compensatin for vwear and eliminating undesirable osci lation of the chain.

T e mechanism j ust described for driv- `ing the valve tubes 1s enclosed by a suitable cover 41, which may b e secured to the e'nof ports 43,'

gine block 10 by cap screws 42.

' 'The intakevalve tube 23 has a plurality which register with openings 44 1n the cylinder head -15 at certain predeterminedfperiods relative. to the piston 12. Byputting the two ports 43 in the tube 23, diametrically opposite, I am able to cut` the speed of my valve tubes down to fourth the crank shaft speed in a 'four\ cycle enit doubles gine. This is a distinctive advantage over the usual type of rotary orjpoppet valve as the life of them.

be operatively coning on the number of cylinders in the enine. g As an aid to diverting the incoming fuel to the ports 43and openings 44'at the time of their registration, I haveprovided fins 47 within .the tube 23. These fins 47 start at the ports 45 and are properly twistedl and terminate adjacent the proper port 43, thereby diverting the incoming fuel so that it will pass therethrough. Also they form a connection between A and B of the tube 23 (see Figure 1) and add the ynecessary strength at this point, which has been weakened by forming the ports 45.

The fins 47 are twisted to divert the incoming gas either forward longitudinally of z the valve tube 23 or rearwardly as required.

, The construction of a four cycle engine requires that the gas be -diverted toward the one cylinder and then toward the other of the pair. This cycle is repeated as the engine keeps running, and I have shown the iins 47 twisted toward the top, then toward the bottom of the sheet, etc., asin Figure 1.

For preventing theleakage of fuel `between the stationary parts of the engine and valve heads and the rotating valve tube 23,

and for effectively retaining the pressure within the cylinder 11 after combustion, I have provided the lfollowing described mechanism.

ports for one cylinder of,

A split sleeve composed of an upper half 48 and a lower half 49 has an internal diameter substantially equal to the external d1- ameter of the tube 23. The adjoining edges between these halves are cut at an angle as shown (Figure 5) according to 'the direction of rotation of the valve tube as indicated by the`arrow 50. This has a tendency to pull any oil in the cut toward the valve tube, thereby aiding its lubrication.

The two halves 48 and 49 are forced tov plurality 'of leaf springs 51 gether by a which bear at their center (Figure 7),

` against the half -sleeve 49.

A groove 52 in the cylinder head 15 and a groove 53 in -the half sleeve ,49 provides enough room for necessary play` of the spring 51 duringthe operation of the engine. From the foregoing, it will be seen that I have provided a packing sleeve which seals all space between itself and the rotating valve sleeve, by virtue of the pressureexerted by the spring 51. his effectively prevents leakage between the ports on the sleeve and also between these ports and the openasesinos ings with which 'they register, except when they do'register.

A projection 54 onthe half sleeves 48and 49 is split similar to them and has Lan open'- 5 ing 55 registering with the opening the intake manifold 46. 'A seal between the projection 54 and the4 intake manifold 46 is eiiected by a gasket 56. For sealing around the opening 44, I have provided a projection 57 on the haltl sleeve 49, similar to the projection 54,- and having an opening 58. ly into a recess59 in the cylinder head 15. f A portion 60 immediately surrounding the opening' 44, extends into the opening 58 and terminates adjacent the rotating valvetube 23. This-construction provides a plurality of sealing faces between thev various parts of cylinder head 15, valve tube 23 and half sleeve 49, thereby effectively preventing the' leakage of fuel between thev'alve tube 23 and cylinder 11 and between the ports 43011 .the valve tube l2 3.

Pins 61 prevent any possible creeping of the upper half sleeve 48, which is prevented it; the lower half sleeve 49 bythe projection The exhaust valve tube 24 is similar in lconstruction to the intake valve tube 23':-

-with the exception of the ns 47 a and I have "therefore'referred to like parts rsferenc'e numeral followed by the character 'Ihe fins 474 are similar to the 4tins 47, ex-

signed to divert outcomin exhaust gas from theopening 44,` andt e' port 43l .to-

. ward the exhaust ports 45a.

s. The fins 47 a aid the engine in cylinders of dead gas by their centrifru action. Being in the form of ins or bla es, they also have a cooling eiect to the exhaust valve tube 24 and manifold 46, contraction of the exhaust gasfthereby decreasing its volume and back pressure on the piston. 12. s

For properly l bricating the valve tubes, I provide an o il passage 62 running longitudinally through the/engine block 10, and conclearing the 50' nected to a suitable oil pump as comlrfonly used for the lubrication of the working parts of an internal combustion engine.'

Transverse oil passages 63 are provided at convenient points such as between the ports 43 and 45, andconvey the oil to short tubes 64; which terminate adjacent the rotating valve tubes 23 and 24, thereby depositing the oil on their surfaces. The tubes 64 pass through openings 65 in the half 'sleeves 49 and 49".

The openings 65, being slightly larger than the' tubes 64, ermit necessary movements of the sleeves,.wiien the engine 1s runnin Oil grooves 66 distribute the oil evenly on 05 lthe surfaces of the vglvitubs (Figure 1).

The projection '57 fits snugl of fuel and egress of by, the samecept that they are oppositely twisted and dewhich causesi' For disposing of excess oil, an 'oil passage 67, through a tube 68 collects the excess oil from the surfaces of the valve tube and conducts it down to the crank case of the engine.

It will be timing and valve port arrangements, for controlling the admission and exhaust of steam or compressed air to engines designed for their use.

I have provided eiiicient and eiectivc packingv means throu hout its construction and suitable means or tubes. 7

-ly Athe proper use of ns within the valve tubes, I havesubstantially aided the ingress exhaust gas. My device. is inexpensive and the workin parts seen that I have provided a fuel' .and exhaust gas control deyice thatvcan be hused in connectiony with internal combusi tion engines or can also be used, by ldifferent driving the -valv'e .can be easily inspected or replaced, y simply removing the spark plugs, and-thecover 41.

My device comprises comparatively few working parts and has the added Vadvantage of .a positive portclosure which cannot be obtained at the higher4 speeds with engines having spring closed valves.

VSome changes may be made in the construction and arrangement of the various parts'or` my.inventior\i,l without departing from the real spirit and purpose of my invention, and it is m intention to coverbymy claims, any modlfied forms of structure or use of mechanical equivalents, which may be reasonably included within their scope.

I clai'm as my invention:

1. In combination with an engine requiring 'periodical admission of fuel or lcompressed gas and the exhausted gas, inta e and. exhaust tubes rotatably mounted in the head of said leneriodical expulsion of valve head I gine, vinlet ports in vsaid intake tubes for receivingl the fuel, outlet ports in said intake tube longitudinally spaced on either side of. arranged to re s gisterv ywith inlet openings in the cylindersof said said inlet ports and engine, fins arran ed within said intake tube for respectively iverting vthe incoming gas to said s aced outlet ports, outlet openings in the cyIii-nders of said engine arranged to register with longitudinally spaced inletports in said exhaust'tube, outlet ports in said exhaust tube between said inlet ports,

in said cylinderr head designed to, receive said projections, portions of said cylinder head extending' inside of said project-ions and terminating adjacent said valve tubes,

i i and means connected with the crank shaft of said engine'i'or rotating said valve tubes.

2. In combination vvith,an engine 'requir, ing periodical admission of fuel or compressed gas and the exhausted gases, intake and exhaust tubes rotatably mounted inf the head of. said len-l gine, inlet ports in said intake tubes forl receiving the fuel, outlet ports'in said intake v tube longitudinally spaced on' either sideiof the cylindersof said designed to receivesaid of sa1d cyhnder'head valve tubes, a the lower halvesjof said split sleeves, persaid inlet ports and arranged to register with inlet openlngs in the cylinders of said engine, fins-arranged Within said intake tube for respectively diverting the incoming gas to said spaced outlet "ports, outlet opening in' engine, arranged to register with longitudinally spaced inlet ports 'in said exhaust tube outlet ports in said exhaust tube between said inlet ports, fins arranged Within said exhaust tube for di-v verting the exhaust ases respectively from said cylinders to said outlet ports, plongitudinally split sleeves surrounding' said plurality of springs adjacent periodical expulsion of in the head of an f engine, a longitudinally .split lsleeve lining vsaid tubular opening, a ,tubular like projection on said sleeve designed to coact with a recess in the headof the engine,- said head having a -tubular like portlon projecting Within said projection on said sleeve and a tubular ported valve rotatably mounted .in said rsplit sleeve.

4. A valve of the class described comprising tubular openings in the .head of an engine, split sleeves lining said tubular openings, tubular like projections on4 said sleeves desi ned to coact withY recesses in the head of t e engine,

portions projecting Withina said projections on said sleeves, tubular valves .rotatably mounted lin said split sleeve, ports in said valve,4 for registering with the ,openings formed by the tubular projections on said sleeves, expelling and means for emitting gas to or` gas from said tubular valves be-v.

said head having 4tubular like tween eacl pair of openingsin said tubular valve.

5. A valve of the class described comprising a tubular opening in thehead of an engine lined with sleeve, tubular extensions on said-sleeve for a ,longitudinally split f coacting with recesses in the head of said engine, parts of said head extending within said tubular extensions and openings Within said parts -for communicating with each cyl.- inder of said engine, Vports therein for registering with openings `from eachvcyl inder of the engine, means bettveen each pair of said ports for emitting -or expelling gas, and'ns Within said tube arranged` to de# fleet and force the liow of the gas from said means alternately to the ports onl each side of saidmeans, or vice versa depending on Whether-the tube is for intake or exhaust,

i geren WICKERSHAM. i 

